Energy efficient ips blower assembly

ABSTRACT

According to the invention a method and apparatus relating to a blower that is used in an environment of particle contaminated air, as with a helicopter engine, is disclosed. The blower has a power input, a fan, a power output attaching to the fan, and a clutch disposed between the power input and the power output whereby the power input may be selectively coupled to the power output to move the fan to vent the particle contaminated air. The clutch, which may be electrically, mechanically or hydraulically engaged, is activated by a user, a particle or altitude sensor, or by a full authority digital electronic controller (“FADEC”).

FIELD OF THE INVENTION

This invention generally relates to blowers and, particularly, to a blower for use particularly in environments of particle contaminated air.

BACKGROUND OF THE INVENTION

Impeller-type air pumps or blowers are used in many environments and applications. Such a blower conventionally includes a housing defining a pumping chamber or cavity within which an impeller assembly is rotated. The impeller assembly is mounted on shaft that is rotatably journaled within the housing and includes radially projecting blades for drawing air into an inlet of the housing and out through an outlet.

Blowers are typically used in conjunction with inlet particle separators (“IPS”) in environments of particle contamination. For instance, in aircraft applications, such as with a helicopter, the vehicle may be used over sandy areas, such as deserts. Many known types of IPS are used to minimize engine intake of particle contaminated air to minimize adversely effects in performance or damage to the engines. Blowers exhaust air-laden separated particles from the IPS before the particles can enter the engine. Such blowers typically require power from the helicopter engines to run.

SUMMARY OF THE INVENTION

According to the invention a method and apparatus relating to a blower that is used in an environment of particle contaminated air, as with a helicopter engine, is disclosed. The blower has a power input, a fan, a power output attaching to the fan, and a clutch disposed between the power input and the power output whereby the power input may be selectively coupled to the power output to move the fan to vent the particle contaminated air.

According further to the invention, the clutch, which may be electrically, mechanically or hydraulically engaged, is activated by a user, a sensor, altitude of the engine, or by a full authority digital electronic controller (“FADEC”).

Other objects, features and advantages of the invention will be apparent from the following detailed description taken in connection with the accompanying drawing.

The features of this invention that are believed to be novel are set forth with particularity in the appended claims. The invention, together with its objects and the advantages thereof, may be best understood by reference to the following description taken in conjunction with the accompanying drawings, in which like reference numerals identify like elements in the Figures.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of the IPS blower of the invention employing a hydraulically actuated clutch.

FIG. 2 is a schematic view of the IPS blower of the invention employing a electrically actuated clutch.

FIG. 3 is a schematic view of the IPS blower of the invention employing a electromechanically actuated clutch.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to FIGS. 1-3, a blower system 10 includes an IPS 15, a clutch mechanism 20, a blower assembly 25 and a controller 30. The blower system 10 is typically attached to an engine 31 (see FIG. 3) that is used with helicopter 34 (see FIG. 3) or other engines that require minimized amount of particulates within the air.

The IPS 15, which is shown schematically in FIGS. 1-3, could be any prior art mechanisms that separate air streams into a cleaner portion (not shown) for engine use and a not-so-clean portion that is not for engine use that is vented to ambient 32 from an engine 34 (see FIG. 3). The IPS shown communicates the not-so-clean air to the blower assembly 25.

The blower assembly 25 comprises a housing 30, a plurality of bearings 35 attached conventionally to the housing, a hub 40, a plurality of fan blades 45 that impel the not-so-clean air from the IPS through the housing to ambient, and an impeller shaft 50 driven at a right angle by a bevel gear 55 and supported by the bearings 35 along the impeller shaft length. The fan blades are attached to and arrayed at an appropriate angle in the hub 40 to direct not-so-clean air to ambient 32.

Referring now to FIG. 1, a first embodiment of a clutch mechanism 20 is shown. The clutch mechanism, which is driven by an engine gear box (not shown) that rotates shaft 22, comprises; hydraulic fluid 60, which may be fuel or other liquid, a piston 65 driven by the fluid impelled by a pump (or a solenoid operated pressure signal) 67, a pivotable rod 70 pushed by the piston about pivot 72, a rotating throwout bearing 75 pushed by the rod 70, a plurality of rotating legs 80 pushed by the throwout bearing 75, a rotating clutch plate 85 pushed by the legs 80 and a fly-wheel 90 that engages the rotating clutch plate 85. The fly-wheel 90 is fixedly attached to impeller shaft 50, and contact with the rotating clutch plate thereby causes the fan blades 45 to turn due to the now rotating impeller shaft 50 and draw the not-so-clean air through the housing 30 to ambient 32.

Spring 95 acts to pull the legs 80 and clutch plate 85 away from the fly-wheel if hydraulic pressure is removed from the piston 65. Controller 30 acts to actuate and deactuate hydraulic pump (or a solenoid operated pressure signal) 67.

Referring now to FIG. 2, a second embodiment of a clutch mechanism 120 is shown. The clutch mechanism 120 which is driven by an engine gear box (not shown) that rotates shaft 122, comprises; an electric ram 130, a pivot arm 170 driven by the electric ram, a rotating throwout bearing 175 pushed by the rod 170, a diaphragm spring 135 flexed by the throwout bearing, a rotating pressure plate 140 pushed by the diaphragm spring 135, and a rotating clutch plate 185 that is pushed by the pressure plate 140 into contact with a fly-wheel 190. The fly-wheel 190 is fixedly attached to impeller shaft 50 and contact with the rotating clutch plate 185 causes the fan blades 45 to turn due to the now rotating impeller shaft 50 and draw the not-so-clean air through the housing 30 to ambient 32.

Diaphragm spring 135 acts to pull the pressure plate 140 away from clutch plate 185 to disengage the clutch mechanism from the fly-wheel 190 if the electric ram does not urge the pivot arm 170 against throwout bearing 175. Controller 30 acts to actuate and deactuate electric ram 130.

Referring now to FIG. 3, a third embodiment of a clutch mechanism 220 is shown. The clutch mechanism, which is driven by an engine gear box (not shown) that rotates shaft 222, comprises; an electric motor 225, a throwout bearing 275 driven axially along ramp or ball race or the like 221 (shown schematically) by the electric motor, a plurality of rotating legs 280 pushed by the throwout bearing 275, a rotating clutch plate 285 pushed by the legs 280 and a fly-wheel 290 that engages the rotating clutch plate. The fly-wheel 290 is fixedly attached to impeller shaft 50, and contact with the rotating clutch plate 285 thereby causes the fan blades 45 to turn due to the now rotating impeller shaft 50 and draw the not-so-clean air through the housing 30 to ambient 32.

Spring 295 acts to pull the legs 280 and clutch plate 285 away from the fly-wheel 290 if the electric motor 225 is turned off. Controller 30 acts to actuate and deactuate electric motor 225.

Actuation of the electric motor 225, pump 67, and electric ram 130 by controller 30 may occur in several different ways.

Referring to FIG. 1, a particle sensor 300, as is known in the art, is shown. If the particle sensor detects that levels of particulates in the air are approaching a not-so-clean level, e.g., air that is deemed inappropriate for engine use, the controller 30 will interpret the output of the sensor to actuate the pump 67 to cause the clutch to engage the fan blades 45, as described hereinabove, to move such air to ambient 32. One of ordinary skill in the art will recognize that the sensor 300 and controller 30 could also actuate the electric motor 225 and electric ram 130. The sensor 300 is shown in the IPS and may also be placed in a front of the engine 31.

Referring to FIG. 2, a pilot or other engine user could observe ambient to determine visually whether the ambient contains an unacceptable level of particulate matter, such as during takeoff, landing or a sand storm, and flip a switch 305 to actuate the electric ram 130 via controller 30. One of ordinary skill in the art will recognize that the switch 305 and controller 30 could also actuate the electric motor 225 and hydraulic pump 67.

Referring to FIG. 3, an altimeter 310, as is known in the art, is shown. If the altimeter senses that the engine is above an altitude where the level of particulates are better than not-so-clean (i.e. above takeoff or landing altitudes or above typical altitudes for sandstorms) for engine use, the controller turns electric motor 225, and therefore fan blades 45, off. Similarly if the engine is below such altitudes, the controller turns on electric motor 225 to cause clutch 220 mechanism to engage and rotate fan blades 45 as described hereinabove. One of ordinary skill in the art will recognize that the sensor 300 and controller 30 could also actuate the pump 67 and electric ram 130.

Referring to FIGS. 1-3, the controller 30 may also be a FADEC under which any of the electric motor 225, pump 67, and electric ram 130 may be controlled according to many parameters including altitude, observation and particulate sensing as mentioned hereinabove and other parameters including power requirements (i.e., when the clutch mechanisms mentioned herein are disengaged, the engines have more power and aircraft can obtain more lift), and fuel economy (i.e., when the clutch mechanisms mentioned herein are disengaged, the engines use less power and therefore less fuel to propel an aircraft) and mission requirements (including but not limited to take-off, landing, maneuvering, evasive and high speed requirements, flying range, combat etc.) among others things.

It will be understood that the invention may be embodied in other specific forms without departing from the spirit or central characteristics thereof. The present examples and embodiments, therefore, are to be considered in all respects as illustrative and not restrictive, and the invention is not to be limited to the details given herein. 

I claim:
 1. A blower for use in a helicopter that operates in an environment of particle contaminated air, said blower comprising: a power input; a fan; a power output attaching to said fan; and a clutch disposed between said power input and said power output whereby said power input may be selectively coupled to said power output to move said fan to vent said particle contaminated air.
 2. The blower of claim 1 wherein said blower further comprises: an altimeter to determine whether said blower is above an altitude in which particle contaminated air is usually not encountered.
 3. The blower of claim 1 wherein said blower further comprises: a switch for a user to engage or disengage said clutch
 4. The blower of claim 1 wherein said blower further comprises: a full authority digital electric controller (“FADEC”) for controlling activating and deactivating said clutch.
 5. The blower of claim 4 wherein said FADEC optimizes operation of said blower depending on operating parameters.
 6. A method for improving the efficiency of an engine operating in an environment of particle contaminated air, said method comprising: inputting power to a clutch; attaching said clutch to a blower; and selectively engaging said clutch to output said power to said blower.
 7. The method of claim 6 wherein said method further comprises: selectively disengaging said clutch to not output said power to said blower if not in said environment.
 8. The method of claim 6 wherein said method further comprises: selectively engaging said clutch if said environment is sensed.
 9. The method of claim 6 wherein said method further comprises: selectively engaging said clutch if said engine is at an altitude in which said environment occurs.
 10. The method of claim 6 wherein said method further comprises: selectively engaging said clutch if chosen by a user.
 11. The method of claim 15 wherein said method further comprises: selectively engaging said clutch if commanded by a FADEC.
 12. A blower for use in an environment of particle contaminated air, said blower comprising: a power input; a fan; a power output attaching to said fan; and a clutch disposed between said power input and said power output whereby said power input may be selectively coupled to said power output to move said fan to vent said particle contaminated air.
 13. The blower of claim 12 wherein said blower further comprises: a sensor for determining whether environment is particle contaminated.
 14. The blower of claim 12 wherein said clutch is electronically activated.
 15. The blower of claim 12 wherein said clutch is mechanically activated.
 16. The blower of claim 12 wherein said clutch is hydraulically activated.
 17. The blower of claim 12 wherein said blower further comprises: an altimeter to determine whether said blower is above an altitude in which particle contaminated air is usually not encountered.
 18. The blower of claim 12 wherein said blower further comprises: a switch for a user to engage or disengage said clutch
 19. The blower of claim 12 wherein said blower further comprises: a full authority digital electric controller (“FADEC”) for controlling activating and deactivating said clutch.
 20. The blower of claim 19 wherein said FADEC optimizes operation of said blower depending on operating parameters. 